Automatic air gear-shifting device for automobiles.



HARRY WARBURTON & HERBERT WARBURTON. AUTOMATIC AIR GEAR SHIFTINO OEvIOs TOIT AUTOMOBILES.

APPLICATION FILED MAR. 2, |917.

Patented NOV. 12, 1918.

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HARRY WARBURTON & HERBERT WARBURTON.

AUTOMATIC AIR GEAR SHITTING DEVICE FOR AUTOMOBILES.

APPLICATION FILED MAR. 2. 1917.

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57 M Hammy HARRY WARBURTON & HERBERT WARBURTON. AuToM/mc AIR GEAR SHIFHNG DEVICE FOR AUTOMOBILES.

APPLICATION FILED MAR. 2. 1917. i

Patente Nov. 12, 1918.

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APPLICATION FILED MAR. 2. 19|?.

Patented NOV. 12, 1918.v

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HARRY WARBURTON & HERBERT WARBURTON. AUTOMATIC AIR GEAR SHIFTINO DEVICE FOII AUTOMOBILES.

APPLICATION FILED MAR. 2.19I7. l

Patented NOV. 12, 1918.

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APPLICATION FILED MAR. 211911. q

Patenteu Nov. 12, 1918.

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MlPLlCATlON FILED, MAR.'2. 19|?.

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Lz@ APPLICATIONmm'fn'ww' PatentedNov. 12,1918.

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lnited States, i'esiding in llilmington, Delawae, have invented Automatic Air Gear-Shifting Devices for Automobiles; oi `which the following is a specii'ieation.

'Uur invention relates to shifting` devices Inorautomobiles, and one object-oi; oui invention is to supply such a device that will operate automatically through the medium of comptessed aii; another obdiect is to supply a gear shitting` device that may be easily operated and that will be capable et adjustment whereby the iaoidity of the actual shiftinnmay be varied and the most still tuicthei object is to supply such a device which may loe applied to any gear, and in which the coi'nplete operation of shifting the geai including the operation of the clutch, may he accomplished by the movement of a single evei".

rlhe device consists broadly oi an appa ratus tot compressing air; operated from the motor oi" the automobile; mechanisms :tot electing and shifting the gears.; and for operating the clutch, said selecting7 shifting` and clutch mechanisms being opciated by means of comptessed air acting thiongh a set of pistons and cylinders, and a device for controlling by hand the supply o air to the various cylinders.

ln the accompanying drawingi:

Figure l is a view showing the device assembled n Fig. 2 is a view in side elevation of l;

lfig. 3 is a view in section ot a part the aii compressing mechanism;

Fig. el is a view in section of the foul way cock;

Fig. 5 is a view in section ot' the pilot valve 4and cylinder which governs the air compressor;

Fic'. (S is a plan view of the valve mechanisin;

valve mechanism; Fig. 9 is a view trol device;

l0 iii the d' in section the aii' conin ele" control device she` `ions pciods;

18 is a plan view ot the selectingand shifting mechanisms;

1 9 is a view in side elevation of selecting and shifting mechanisms;

Fig., 2O is a plan view cia the pilot valve and cylinder of the compressing mechanism;

2l is a View in trent elevation o Fig. 20;

Fig. 22 is a view in side elevation ot the same;

23 is a view in sectionalelcvation of the separate reverse shift control;

Fig. 2st is a plan view oiff the cani plate 171, Fig. 23;

Fig. 25 is a plan view of the cam plate iQ-l.

rl`he air compressing device is shown in Fig. l, and consists of an air pump l; of any construction suitable to the conditions involved, mounted on a shaft 2; said shaft receiving its motion tronr the engine. Mounted loosely on the shaft 2 and tree to rotate tliei'eon is a clutch member 3, bearing, in the present instance, a sprocket wheel el, by means ot which, and a chain, motion is transmitted to the member from the engine. Any suitable arrangement, however, may be employed for the transmission of this motion. The clutch member Bis hollow and has the usual conc shaped interior. operating in conjunction with a second clutch member 3, which is adapted to tit the interior of the member 3. the two members forming a friction clutch of the well known type. rl`he member 3 is tastened to the shaft 2 and is connected with a clutch collaz1 3b, which is keyed tothe pump shaft Q so that it rotates therewith but is ce to move longitudinally along; the sh The connection between the member 3a and the clutch collar 3" is such that as the collar is slid back and forth along the shaft it contracts or expands the internal clutch member 3a which accordingly is yforced into or out of frictional contact with the interior of the clutch member 3.

From Athe pump 1, a pipe 5 leads to the air tank 6, said tank-and pipe havingcapacities to suit the conditions. At 7 is shown a device for automatically regulating the pressure of the air in the tank. The details of this device are shown in Fig. 3. From the tank 6 a, pipe 8 leads to a cylinder 9 in which is a piston 10 on the end of a rod 11. At the back of the cylinder 9 is a cylinder 12 which incloses a spring 13 around the rod 11, said spring being so arranged as to bear against the piston 10, thereby tending to force it forward into the cylinder 9 against the pressure of the air admitted to the cylinder from the tank through the pipe 8. A connecting rod 14 joins the rod 11 to a lever 15 on a four way plug cock 16. The details of the cock 16 are shown in Fig. 4 and are too familiar to require further description.

From the four way cock 16, )ipes 17, 18, 19 and 201lead respectively to the tank 6, to each end 21 and 22 of the pilot valve 23, and to the exhaust. The pipe 17 has a branch 17a leading to the center of the valve. By moving the four way cock 16, air may be introduced from the tank 6 into either end of the pilot valve 23, the opposite end being opened at the same time to exhaust. The details of the pilot valve are shown in Fig. 5.

`Within the valve casing 23 is a slide valve 24. In the casing are exhaust ports 25 and 26 and also the ports 27 and 28 leading to opposite sides of a piston 29 in a cylinder 30 situated lbelow the valve. When the slide valve is forced to the right by the air entering at 21 through the pipe 19, the left hand end of the cylinder 30 will be Open to exhaust through the ports 27' and 25, while air will be admitted to the right hand side of cylinder 30 through the pipe 17a and the port 28, the exhaust port 26 being closed. The piste/1129 will accordingly be forced to the left. If the clock 16 is reversed the slide valve 24 will be forced to the other side of its casing, thereby closing the exhaust 25 and port 26 and admitting air through port 27. 'The piston 29 will accordingly be forced in the opposite direction, or to the right. The piston 29 is connected through a piston rod 31 and a connecting rod 32 to the Clutch collar 3b.

The operation of this device is as follows:

When the pressure in the tank falls below the pressure required, the spring 13 will force the piston 10 forward and open the four way cock 16 so that the pilot valve will be operated to admit air to the left hand side of cylinder 30. The piston 29 will be forced to the right and will carry the clutch collar 3b with it. This will cause an expansion of the clutch member 3a so that frictional Contact is made with the member 3 and the pump shaft 2 accordingly rotated. When the pressure in the tank has reached the required amount, the piston 10 will be forced back against the pressure of the spring 13 and the reverse operation of the mechanism will cause the clutch'members to be released and the pump thrown out of operation. The selecting and shifting mechanisms consist of the movable plate 33 suitably mounted and connected to the piston rod 34 of the piston 35 in the cylinder 36. The plate 33 carries on its underside the cam surfaces 37, 38 and 39 which contact with the rollers 40a, 41, 42a and 43a carried by the adjustable pins 40, 41, 42 and 43 respectively. The pins 40 and 41 aremounted on the stationary plate 44 while 42 and 43 are mounted on the movable yokes 45 and 46 which have attached to them the rods 47 and 48 leading to the gears. The pins 40 and 41 yare so mounted that normally they will be held in the position in which the pin 42 is shown in the drawing, the springs 49 and 50 holding them in the elevated position. are free to move under the pins 40 and 41. When however the pins are depressed by the cams 37 or 38, as shown at 40, the lower end will enter a hole or depression in the rods 47 or 48 and lock them'to the plate 44.

Sliding in the yokes 45 and 46 is the T shaped member 51, having a rearwardly ex-v tending arm 51a. The pins 42 and 43, mounted on the yokes 45 and 46, are similar to tche pins 40 and 41 in construction and operation, with the exception that thev have tiio downwardly projecting points 42h, 42c and 43", 43C. When these pins are depressed by the cams 37 and 39 these points will pass on either side of the cross piece 51 and so lock that member to the yoke, as shown by the position of the pin 43. When the rod 47 is locked to the plate 44 by the depression of the pin 40, the pin 42 will be elevated and the cross piece 51 permitted to slide freely in the yoke 45; but when the pin 40 is elevated and the rod 47 free to move, the pin 42 will be depressed and the cross piece 51 locked to the yoke 45, so that any movement of the rod 51a will carry the vbke and the rod 47 with it. The same relation exists between the pins 41 and 43, the rod 48 and the yoke 46. The cams 37, 38 and 39 are so located on the plate 33 that when either of the rods 47 or 48 are locked and immovable, the other will be free to move in response to any movement of the cross piece 51. i

The cross piece 51 receives its motion from the pistons 52, 53 and 54 in the cyl- In this position the rods 47 and 48 inders 55. 56 and 57., which are adapted to inove the arm or lrod 51a. The rod :11a has a lug or raised portion 58 which normally is held between the retaining jaws 59 and 60 mounted on the block 61 and adapted to be raised separate@T by the action ot' the pistons 62 and 63 operating in 'the cylinders 611 and 65. rEhe lifting action is transmitted from the pistons by means of the pivoted levers and 67., the ends of which are attached to the piston rods and to the jaws respectively. Springs 68 and 69 tend to force the jaws to their lon' or locking` posi tions. the' raisingr o1 either jaw, movement of the rod 51 is permitted in one direction but not in the other.

The vvalve mechanism which controls the admission of air to the cylinders 55, 56. 57,151 and is shown in Figs. 6, Z and 8. rlhe air chamber 68 and the exhaust chamber 69 are common to ll the valves T0. T1, 12,13. 'Hand 75, which admit air from the air chamber 68 to the chambers 76. 7i. T8. T9, 80 and 81 and exhaust it therefrom. The valves are or" double construction, each having two elements 70, 70a; 71,. 71a, etc., seated respeci vel)7 in the chambers 68 and 351, and each element having a dovvnn'ardl5v extending stem passing through the chambers lil. T7. 78. T9, 8O and 81, the stems ot' each pair of elements beingr connected at theirl loiver ends b3' a pivoted link 82. Springs SIS. Se. 85. 86. Si" and SS tend to hold the elements '10, i1, T2. 73. 11 and on their seats and in this position the elements 70a, 71a. im. 73a, T11 and 75a vwill he held off their seats due to the pir/ated link The elements 10. 11, 73. and carri' at their extremities the rollers S9. 90., 92., 93 and 91. irectly beloiv the rollers are the shafts and .00 carried in the bearings 01'. 98 and 9S which are attached to the valve body. rThese sha tts carry the eccentric cams a. 00?-, 91?L andV 02, 93a. 91 respectively. which are adapted to contact with the rollers 89, 90, 91. 92. 03 and 01 when the shafts are rotated. therebj.7 raising the valve elements 10. T1. T2, 73, 71 and T5 from their seats and. at the same time. through the link S2. forcing the elementsy TOH 71a. 12a, 73, T1 and T5 onto their seats. rl`hus in one operation the exhausts 'from the chambers 7G. Y?. TQ. 79. 80 and 8l are closed and air admitted thereto. r1`hese chambers are connected b v pipes to the c vlinders 5:1. 50, a?. 61 and 35. and as the shafts 05 and 00 are rotated. air is admitted to and exhausted 'from the cylinders at the proper instants. The shafts 05 and 9G Carr;v at their outer ends the pinions and 00 `which mesh with the racks and 101 carried on the piston rods 102 and 103 whose pistons reciprocate in the. cylinders 101 and The c vlinder 10aL Controls the valve operation For shitting` the gears for reverse and seeond speed7 'while the cylinder 105 controls the valve operation for the first and thirol speed shifts.

1n Fig. 9 is shown the device for controlling the distribution ot' air to the various cylinders for any desired shift. lin casing 106 is the hand lever 10?' attached at its inner end to the rotatable shaft 108 which passes through the side ivall of the casing. 'the easing 106 is of segmental form and has at its circumferential end the four slots 109, 110. 111 and 112, in which the lever 10? is adagted to slide, a pivoted joint 113 on the lever arm allowing for the side motion necessary for the lever to enter the slots from the neutral or central position in which it is shown in the drawings. The shaft 108 carries at its outer end a disk 11-1 which is housed in a casing 111 and Which has on either side the stationary disks 115 and 116. The three disks form the controlling means for admitting and exhausting air to and from the cylinders 10i. and 105. rlhe disks are shown in detail in Figs. 10. 10a, 117 11a7 11b and 12. rlhe innermost disk 115 is hollonv as shown and has two concentric chainliers. 115 and 115". of Which the inner chani ber 115a is the air chamber, While 115b is the exhaust chamber. the air entering 115a through the port 11S and beingw exhausted from 115b through the port 119. rShe disk 115 has tivo ports. and 121. in the side which abuts the disk 111, which ports lead respec- 'lively from the air and the exhaust chamhers.

The disk 11e'. is also hollor.' and is divided into a number of segmental chambers. The chambers 122 and 12B have in their jfaces the slots 122n and 123a respectively. which lie directly beneath ports 120 and 121 in the disk 115 and through which air is admitted from. chamber 115a in the, dish 115 to chambei' and is exhausted from chamber 122 into chamber 115a of the disk 115. rl`he slot 122L passes through the divioing walls and forms connection between chamber 122 and chambersI 121 and 125 on either side. While slot 123al forms a smiliar connection between chamber 123 and chambers 120 and 12T. Chambers 12-1, 125. 126 and 12T have ldading therefrom the ports 1211` 125` 12WL and 1211ra on the side of the disk opposite the .slots 122i1 and 1231. Pipes 128. 129. 130 and 1231 lead from Chambers 121. 125., 126 and l2.7 respectively. to chambers 132. 123. 134C and 135. in which are ports 141. 11.1. 116 and 117.

The dish 116 is of solid nietal and has four ports 1211. 126b and 127b passing through it. Vl`hese ports are on the same concentric circles as are the ports 121% 12511. 121in and 127a and the ports 1141, 145. 116 and 1117.

Attached to the units 148 and 149. struction similar to that nreviousl;v described. lach has a general chamber 150,

easing 117 are the valve These units are of con-v an air chamber 151 and an exhaust chamber 152. A valve is seated in each of the chambers 151 and 152, the two valve stems being connected by a pivoted lever so that as one valveis raised from its seat the other will be forced onto its seat. The stems of the valves in the air chambers 151 are extended along the shaft 108, being held in bearings 153 connected to the shaft bearings 154, and pass through the casing 106 as d'oes the shaft itself. On their outer ends the stems carry the rollers 155. Springs 156 mounted on the stems tend to hold the air valves continually on their seats, the exhaust valves being open. Supported in suitable bearings in the casing 106 are the rods 157 and 158 which carry on their ends wedge shaped members 159 and 160, and on their opposite ends the rollers 161 and 162 which fit under the .movable blocks 163 and 164 which have pockets or depressions, 165 and 166 to receive them. The springs 1571L and 158'r1 hold the rods 157 and 158 in the normal raised position shown. The blocks 163 and 164 have segmental members 167, 168 and 169, 170 extending on each side. The blocks are adapted to slide with the lever 107 and when their movement occurs, the rod 157 or 158, as the case may be, is depressed, due to the cam-like actionv of members 167, 168 or 169, 170 which move over the rollers As the rod is depressed the wedge 159 (or 160) will meet the roller 155 and force the air valve in the valve unit 148 or 149 to the open position, at the same time closing the exhaust valve. This admits air to one side of the cylinder 36 lto which the valve units are connected.

The operation of the device is as follows:

With the gears in the neutral position, the slotted ports 1221 and 1231 in the disk 114 are centrally located under the ports 121 and 120 in the disk 115, and the ports 124.3, 125e, 12ea and 127a in disk 114. are directly over the ports 1241, 1251), 1261 and 127b in the disk 116. This position permits air to pass from compartment 11511' in disk 115, through the slotted port 1231L into compartments 123 and 126 and thence through ports 126a and 126b and through the pipe 104a to the cylinder 104 where it forces the piston back as shown in the drawing. The opposite end of the cylinder 104 exhausts through pipe 104, the ports 1241 and 124a into chamber 124, thence through the slotted port 122L1 into chamber 122 and through the port 121 into chamber 1151 in disk 115 from which it is exhausted through port 119. At the same time air is passing through slotted port 123 into chamber 127 in disk 114, and thence through ports 127a and 1271 and pipe 105a into cylinder 105 where it forces the piston therein to the back or'end of the cylinder. The back end of the cylinder105 is exhausted through pipe ments 70, 71, 72, 73, 74 and 75 are closed' while the exhaust elements 7011, 71a, 72a, 7 311, 1

74a and 7 5a are open which means that the cylinders 55, 56, 57, 64 and 65 are all open to exhaust. Similarly the cylinder 36 is open to exhaust through the valve units 148 and 149.

When it is desired to throw the gears to `reverse, the lever 107 is pushed into slot 109,

which causes the following operations to take place. As the lever 107 leaves the neutralposition, the rod 157 will be depressed by the member 167. This will cause the wedge member 159 to contact with the roller 155, depressing it and the stem to which it is attached and thereby opening the air valve and closing the exhaust valve in the valve unit 148. This admits air to the cylinder 36 through the pipe 3611, and forces `the piston 35 to the position shown in the drawing. vThe opposite end of the cylinder 36 will be exhausted through the pipe 361 into the valve unit 149 which is open to exhaust. As the piston 35 moves forward it carries the plate 33 to the position in which the reverse shift is selected. In this position the cam 39 has passed over and is depressing pin 43, thereby locking the cross piece 51, still in neutral position, to the yoke 46, while the cam 38 has passed from above the pin 41 which thereupon has assumed its elevated or normal position and has released the rod 48 from plate 44. At theo same time the cam 37) is depressing pin 4.0, thereby locking rod 47 to plate 44, while pin 42 has assumed the elevatedposition, leaving the cross piece 51 free to move in the yoke 45.

As the lever 107 is pushed to its extreme Aposition in slot 109, the disk 114 is rotated which turns the pinion 95EL and the shaft 95.

The cams 89e, 90a, and 91d on shaft 95 will contact with roller 89,90 and 91 on the stems 70, 71 and 72 thereby lifting the air valves from their seats and closing the exhaust valves 7 011, 71a and 72a. The valve 72 is first raised, throwing air into pipe 55a, the cam 911 then passing over in idle operation.

Valve 71 is next raised, throwing air into vpipe 551.

Valve 70 is then opened, throwing air into pipe 64u and forcing the piston 62 in cylinder 64% forward, thereby raising the jaw 59 and leaving the rod 51aN free to move. The air in pipe b then enters the cylinder and forces the piston 52 forward thereby advancing the rod 51a and the cross piece 51 which is locked to the yoke e6. The yoke 46 and the rod 17 are consequently moved ahead which throws the reverse gears into operation. 1n bringing the gears back to neutral the lever 107 is thrown to its central position which rotates the disk 111i back to its original position in which 12%b is thrown to exhaust and air admitted to 126". This causes a reversal of' the operations and returns all the parts to their original or neutral positions. initted to port 126b and thence to cylinder '10i through pipe lO-fla, which causes the pinion 95a and shaft e5 to be reversed9 bringing into play? first 'the cam 89 and allowing valve 70 to close vvhile opening valve 70a and exhausting cylinder 64e; then cam 9021 allowing valve 71 to return to normal closed position and opening @71a to exhaust cyiinder through pipe 55h; then cam 91a, 'which permits valve 72 to close and 72a to open7 hereby driving e raised portion 53 under :he jaw 59 and looking rod. 51il in the original neutral position 'In throw/ving tie gears into iirst speed7 the e seine `position as for el, howeveru is the ports y 'which opnd three7 te to used late 33 assumes ueverse. n the or to cylinder 36 the piston 35 [is the 33 e5, he cam t i i 30 `lwill va i; i in will pass over d le the crosse le same C; permits it releases .i

, o pipV 1 cjfrinde i and the rack a rotation means of the cams 92a, 93a and 94:3. The cam 94a will first raise the air valve 75 and close the exhaust valve 75a, thereby directing air to cylinder 57, the piston 5l performing an idle reciprocation and returning to normal position when the cam leaves the roller on the rod 75. Cam 93a will then raise the air valve 74e and close the exhaust valve 74, thereby directing air to cylinder 56. Cam 92a7 operating slightly later than 93a, Will then open air valve Z3 and close exhaust valve 73a, thereby directing air to cylinder and raising jaw 60, leaving the rod 51n free to move in a direction away from the' plate 33, when propelled by piston 53 in the cylinder 56 The rod 51a will carry with it the yoke 45 and the rod AJ?, to which it isv locked.

lVhen lever l5? is returned to the neutral position th following operations take place. Disk 11a is rotated to bring ports 125L and 12'?"a over ports 125b and 12"@7b in disk 1137 which throws air through pipe into cylinder 105 and forces the piston t exhausting through pipe 105b and ports and 125g-7 121 and lll this operation the pinion 96a is rotated back to nen i position. 929 acting slightly in of cam allows 5?'3 to drop closed oo n and opens 732 which permits cylinder to exhaust e c rop @ai 13@ allows Tel to close 74a? o ng cylinder tiene.. caro @et acts on air valve to ope-4 close the exhaust valve the :directing to cylinder 57 and i ton 54 rorvv lrd. The movemen 5e forces rod 51a forward e jection 53 under the ian? rod 51a in nentral position. H 57 then lirovvn to exhaust .iovernent of the cam '94a and 1 returned to neutral position by rn Y i sprng 57"@n i ne of the ti 1 for ine speed selection as i but 'the direction or@ il e r TOI;

signed for ti bnf i paratns ano control Hsin reverse for a forward speed y' have l L control wie. 23 i speeds giving reverse e foin fr speeds reverse.

vin to the end of the cylinder, the cylinder u the tank through pipe 180a. Connected to the stems 176 and 177 by means of pivoted links 181 and 182 are the stems 183 and 18-1 which have at their ends the exhaust valves 185 and 186 seated in the exhaust chambers 187 and 188. The springs 189 and 190 tend to hold the stems in the elevated position and the valves 1.78 and 179 on their seats. The valves 178 and 179 are so connected to the valves 185 and 186 that when the air valve is `open the exhaust valve will be closed and vice versa. The pipes 18"a and 188a lead fromthe exhaust chambers 187 and 188 respectively. The valves 179 and 186 admit and exhaust air to and from the chamber 192, from which the pipe 192i leads to a cylinder, not shown, containing a piston connected to a rod leading to the gears. The valves 178 and 185 admit and exhaust air to and from-the chamber 191 from which the pipe 191a leads to the opposite end of the cylinder. Air may be admitted to either side of the piston as it is desired to throw the gear in or out. The operator turning the plate I171 will throw the cam 173 over either one of the rollers 174 or 175, and so operates one of the valve units and causes air to be thrown through pipe 189a or 190,

as the case may be, thereby forcing the piston to one end of the cylinder. As air is being admitted to one end of the cylinder through pipe 191a or pipe 1921, the air in the opposite end of the cylinder will be exhausted through the other pipe.

In Fig. 2 is shown a device whereby the clutch is automatically operated by compressed air, in conjunction with the other elements of the mechanism. The shaft 108 is continued through the casing 117 as shown at 193. The shaft carries at its end the cam plate 191 on which are the cams 195 and 196 which are adapted to depress the valve rod 197 by cotact with the roller 198. The rod 197 is connectedto the valve 199 seated in the air chamber 200 and has attached. in the manner previously described, the valve 201 adapted to seat in the exhaust chamber 202. This valve arrangement is similar to those already defcribed and is adapted to direct air to and exhaust it from the cylinder 203, to operate a piston therein which carries the extension 201. The valve unit 205has an air chamber 20G and an exhaust chamber 207 and is arranged to direct air into the'cylinder 208 in which a piston operates to release the clutch. The air valve 209 has an elongated stem 210 bearing a roller 211 which contacts with the rod 51a. The rod 51hl has two recesses, 212 and 213, into which the roller passes, the action being, that when the rod and the mechanism in general is in the neutral position, the air valve is open and the exhaust valve closed which holds the clutch released,'but when the rod has moved .of the lug 222.

n to the posititn where the gears are in mesh,

the roller drops into the recess 212 or 213, as the case may be, under pressure of the spring 214, thereby closing the air valve, opening the exhaust valve and permitting the clutch to move into engagement. When the lever 107, which is now in a shifting position in one ofthe slots 109, 110, 111 or 112, is moved back to neutral the stem 197 is immediately depressed by cam 195 or 196, and the piston in cylinder 203 is forced upward. The extension 204 contacts with the extension 215 on the exhaust valve stem, forcing the exhaust valve closed and the air valve open, and throwing the clutch out of engagement so that the gears may be unmeshed. When the neutral position is reached the roller 198 passes up into the recess between the cams, which opens the exhaust valve 201 and permits the cylinder 203 to exhaust; but since the rod 51a is now holding the stem 210 depressed, the clutch still remains released. It will be seen that with this arrangement all possibility of stripping the gears is discounted.

The rod 51a has in it a depression 216 in which, when the rod is in neutral position, the roller 217 rests. This roller is carried by the stem 218 and a spring 219 tends to.

hold the stem always in the elevated position. Attached to the stem is a rod 220 which is pivoted at 221 and passes over to a position beside the elongation 193 of the shaft 108. Carried by the shaft is a lug 222. When in neutral position the disposition of parts is as shown in the drawings, but when the rod 51a` passes from neutral position, due to the shifting of the lever 107, the stem 218 is depressed and the outer end of the rod 220 is forced into the path Vhen, therefore, the lever 107 is returned to the neutral position it cannot go beyond that position until the rod 5121 also returns to the neutral position. This arrangement makes the device practically fool proof.

By a change in the length of the movements of the shifting rod it is possible to arrange for any number of forward shifts and a reverse. justed to work at any speed and the rapidity of the various movements may be made to vary. This may be accomplished by causving the piston controlling the movement The apparatus may be ad' gear to be shifted to the shifting mechamechanism to the valve mechanism.

12. In a gear shifting device, an air compressing mechanism, an air operated shifting mechanism, an air operated selecting mechanism, a control mechanism comprising valves for governing the admission of air to said selecting mechanism, a lever, and means connected to the lever for operating said valves.

13. In a gear shifting device, a manually operated control mechanism comprising a shaft adapted to rotate, a lever attached to said shaft, valves having elongated stems, Wedge members adapted to Contact with said stems for operating the valves, cam members connected with said lever for operating said Wedge members, a chambered disk attached to said shaft, a stationary disk having an air chamber and an exhaust chamber, a stationary disk having ports therein, said disks being adapted to direct air to the various elements of the device and exhaust it therefrom.

14. In a gear shifting device, an air operated selecting mechanism, an air operated pistons operating the shifting mechanism, air operated clutch releasing mechanism, and means for directing air to the said mecanisms.

15. In a gear, shifting device, in combination with air compressing means, air operated -selecting and shifting mechanisms, air operated clutch releasing mechanism, and a manually operated controlmechanism for directing air for the operation in proper succession of said selecting, shifting and clutch mechanisms.

16. In a gear shifting device, in combination with air operated gear selecting' and shifting mechanisms and manual means for directing air thereto, a clutch operating mechanism comprising an air operated piston connected to the clutch, valve mechanism controlling the admission of air to said piston, operably connected to said shifting mechanism, and an operable connection between said valve mechanism and said means for directing air to the selecting and shifting mechanisms.

HARRY "WAR-BURTON. HERBERT IVARBURTON. 

